|Publication number||US8050806 B2|
|Application number||US 11/938,052|
|Publication date||Nov 1, 2011|
|Filing date||Nov 9, 2007|
|Priority date||Mar 21, 2007|
|Also published as||EP1973212A2, EP1973212A3, US20080234879|
|Publication number||11938052, 938052, US 8050806 B2, US 8050806B2, US-B2-8050806, US8050806 B2, US8050806B2|
|Inventors||Randy J. Fuller, Zhenning Z. Liu, Milind Ghanekar|
|Original Assignee||Honeywell International Inc.|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (39), Classifications (13), Legal Events (2)|
|External Links: USPTO, USPTO Assignment, Espacenet|
This application claims the benefit of U.S. Provisional Application No. 60/896,213 filed Mar. 21, 2007.
The present invention is in the field of ground fault interrupters (GFI's) and, more particularly, GFI's in power distribution systems which operate in vehicles such as aerospace vehicles.
In modern day aerospace vehicles, power distribution systems may incorporate ground fault protection. In a typical prior art vehicle, current transformers are employed as part of the apparatus needed to detect current variations and interrupt current if and when a ground fault event occurs. Prior art ground fault interruption (GFI) is realized by detecting differential current using a current transformer, comparing the differential current with a threshold value, and interrupting current from a power source through a remote power controller when the differential current exceeds the threshold value. Current transformers are expensive and their use adds weight to an aerospace vehicle. Also use of current transformers increases system interconnection complexity and reduces flexibility of SSPC system. As is the case for virtually any type of complexity, interconnection complexity may present opportunities for failures and may contribute to reduced overall reliability of a power system of an aerospace vehicle.
An alternate method to current transformer type GFI is provided by performing current sum digitally. But, many aerospace vehicles employ multi-phase power distribution (e.g. 3 phase power). Precision of the digital current sum GFI performance may be affected by errors in detecting actual current differentials between respective phases. Phase angle variations may produce one form of current differential error. Also current transformers may not be capable of perfectly representing actual current in a phase. Collectively, these factors may produce a current differential error. Presence of such potential errors in detecting actual current may adversely affect the precision with which prior art GFI systems may operate.
In order to avoid false tripping, a GFI device or system must be allowed to ignore a current differential that is equal to or less than an error differential. For example, if an error differential has a potential for appearing as a current variation of 1% between phases, then a GFI trip level must be set so that the GFI operates only after an actual current variation or current reading differential exceeds 1%.
As aerospace vehicles evolve, there is an increased demand for lower weight of components. There is also a developing need for increased reliability of individual systems because there are an increasing number of systems being incorporated into aerospace vehicles. Overall reliability of vehicles with an increasing number of systems may only be sustained if reliability of each system is improved. In that context, interconnection complexity associated with use of current transformers for GFI functions is counterproductive.
As can be seen, there is a need to provide for ground fault interruption without use of current transformers. There is also a need to provide trip levels of ground fault interruption devices lower than prior-art differentials in multi-phase power systems.
In one aspect of the present invention a power distribution control system with ground fault interruption (GFI) protection comprises a current measurement sensor for a first conductor, a current measurement sensor for a second conductor, analog to digital converters to convert current measurements to a first digital representation of current in the first conductor and to a second digital representation of current in the second conductor, and a digital processor that receives the first and second digital representations. The processor calculates differentials between the digital representations and produces a current interruption signal in the event that a calculated differential exceeds a pre-defined value.
In another aspect of the present invention a control system for multi-phase power distribution with ground fault interruption (GFI) protection comprises a plurality of DSP based trip engines which perform instantaneous sampling of current values of each power feeder of the multi-phase power distribution system. The trip engines produce digital representations of the sampled current values. A processor is interconnected with the trip engines to receive the digital representations and determine if a differential between current values of the power feeders exceeds a predefined limit. Solid-state switches are interconnected with each of the trip engines to interrupt current in the power feeders upon receiving a switch-off signal from an associated one of the trip engines, which switch-off signal is generated responsively to a determination by the processor that the differential exceeds the predefined limit. GFI protection is thus provided without use of current transformers.
In still another aspect of the present invention a method for performing ground fault interruption (GFI) functions comprises the steps of measuring a first current in a first conductor, measuring a second current in a second conductor, producing a first digital representation of the measured first current, producing a second digital representation of the measured second current, calculating a differential between the first and the second digital representations, and interrupting current through at least one of the conductors in the event that the differential exceeds a predefined level.
These and other features, aspects and advantages of the present invention will become better understood with reference to the following drawings, description and claims.
The following detailed description is of the best currently contemplated modes of carrying out the invention. The description is not to be taken in a limiting sense, but is made merely for the purpose of illustrating the general principles of the invention, since the scope of the invention is best defined by the appended claims.
Broadly, the present invention may be useful in providing ground fault protection in a power distribution system. More particularly, the present invention may provide accurate ground fault protection in multi-phase power distribution systems. The present invention may be particularly useful in aerospace vehicles.
In contrast to prior-art ground fault interruption (GFI) systems, among other things, the present invention may provide light weight, non-complex and accurate GFI functionality. The present invention, instead of utilizing heavy current transformers and interconnecting circuitry, may provide GFI functions incorporated as an ancillary feature of a power distribution control line-replaceable-module (LRM) that may otherwise already be incorporated into a design of the vehicle. Consequently, the inventive system for performing GFI functions may be introduced into an aerospace vehicle while adding virtually no weight to the vehicle. Additionally, because the inventive GFI system is based on digital signals processors (DSP's). GFI functionality may be provided with trip level accuracies that exceed those of the prior art.
Referring now to
In the exemplary configuration of
In operation, the trip engines 26, 28, and 30 may periodically perform sampling operations and acquire instantaneous current readings from the current feedback sensors 24. The sampling operations may be performed at intervals of 1 milliseconds (msec) to 5 msec between each sampling operation. The trip engines 26-30 may then transmit a digital representation of the current reading to the supervisory control unit 32. The supervisory control unit 32 may then perform a current sum calculation. A fault may be declared when current differential between phases (a so-called sum error) exceeds a predefined limit for a predefined period of time. Typically, such a sum error may be found when ground leakage current develops between one of the loads 40, 42 or 44 and ground and when such leakage current continues for two or more of the periodic sampling operations of the trip engines 26, 28 and 30.
In the event of a fault declaration, the supervisory control unit 32 may produce a current interruption signal and transmit the signal to the trip engines 26, 28 and 30. The signaled trip engines 26, 28 and 30 may then produce switch-off signals for transmission to their respective power switches 12, 14 and 16. The power switches 12, 14 and 16 may then interrupt current flowing through the power feeders 18, 20 and 22.
Referring now to
The trip engine 28 may comprise a DSP 50 and one or more current processing blocks 52 and 54 which are tuned to process differing ranges of currents. The current processing blocks 52 and 54 may be interconnected with the DSP 50 through analog to digital (A/D) converters 50 a. The current processing blocks 52 and 54 may be interconnected with a current sensing resistor 56 of one of the current sensors 24.
The current processing block 52 may be tuned to process current feedback in a range of zero to nominal current. For example, if the SSPC 10 is set with a 15 ampere (A.) range, the current processing block 52 might be tuned to process currents up to 10% greater than 15 A. The current processing block 54 may be configured to process current that may be higher than nominal. For example, if the SSPC 10 is set with a maximum trip rating of 1000%, then the current processing block 54 may be tuned to process currents up to 1000% of 15 A or 150 A. Tuning as described above may be accomplished by constructing the current processing blocks 52 and 54 with components which are selected for particular current ranges in a manner familiar to those skilled in the art of power distribution control.
Referring back now to
The trip engines 26, 28 and 30 may then transmit the digital representations of their respective current readings to the supervisory control unit 32. The supervisory control unit 32 may then perform conventional current sum calculations based on these digital representations to determine if a ground fault should be declared.
Because instantaneous readings of current may be made periodically on a sampling basis, current sum calculations may be prone to certain inaccuracy. This inaccuracy may result if phase differential is allowed to develop between samplings of current. Synchronization pulses reduce such inaccuracy by providing timing coordination between all of the trip engines 26, 28 and 30.
If each of the trip engines 26, 28 and 30 were to sample current based on its own independent timing, the current samplings might be performed at slightly different times. If the trip engine 26, for example, sampled current at a time (T0) different from a sampling time (T1) of trip engine 28, there may a change in phase angle of the power transmitted within the power feeders 18 and 20 during the time interval T0 minus T1. Consider for example, a 50 microsecond (μsec) time differential that may be experienced between current samplings. At 400 Hertz (Hz) this time differential may correspond to a phase differential of 7 degrees. This may translate to an error of 1% in the current sum calculation. At 10 A of phase current, the 1% error may correspond to 100 milliamp (mA.). A 100 mA error may be unsuitable for many aerospace vehicle applications.
If a phase differential error of 100 mA were to develop as described above, GFI functionality would need to be withheld for any current differential lower than 100 mA. In other words, any ground-fault induced current differential lower than 100 mA would need to be treated as not representative of a ground fault event. Thus an actual ground fault event that produced a current differential of 75 mA would not trigger a current interruption action in this example.
A modest reduction of magnitude of such an error may be provided by increasing sampling rate but this may produce an intolerable processing load. A more desirable way of reducing this error is through a synchronization scheme of the present invention.
The supervisory control unit 32 may emit simultaneous synchronization pulses to each of the trip engines 26, 28 and 30. The synchronization pulses may provide commands to the trip engines 26, 28 and 30 to sample current in their respective power feeders 18, 20 and 22. This may assure that sampling from all phases is performed virtually simultaneously. The time differences between current samplings by the trip engines 26, 28 and 30 may be reduced to an interval of 500 ns to 1000 ns. This corresponds to an error of 0.07 degrees or a 0.0008% error. At 10 A, this is only 0.1 mA error. In this inventive synchronization pulse mode of operation, GFI functionality may be allowed to proceed for any current differential greater than 0.1 mA.
A further improvement in operational accuracy of the trip engines 26, 28 and 30 may be achieved by individually calibrating each of the DSP's 50 against a known resistance at the time that the LRM's 10 are manufactured. A calculated gain may be determined for each individual DSP 50 and stored in a conventional non-volatile memory (not shown) within the individual DSP 50. In this way, compensation may be made for any physical variations of one of the DSP's 50 as compared to any of the other DSP's 50.
In one embodiment of the present invention, a method is provided for GFI functions, for example, on an aerospace vehicle. In that regard, the method may be understood by referring to
In the event that the differential calculated in step 312 exceeds a predefined level for a predetermined time interval, a step 316 may be initiated by which power transmission to a load through the first and second power feeders may be interrupted (e.g. by operation of the trip engines 26 and 28 and the power switches 12 and 14). In the event that the calculated differential is below the predefined level or does not continue beyond the predetermined time, the interruption step 316 may not be performed. In that case, a step 318 may be performed in which synchronization pulses may be generated and transmitted to trigger operation of steps 302 and 304 in which the trip engines may perform current sampling.
It should be noted that the step 318 may be performed by generating a separate synchronization pulse for each of the trip engines. In this way current differential error associated with phase differential may be substantially reduced as described hereinabove.
It should also be noted that the foregoing description of the method 300 discusses an exemplary collection of only two power feeders. It should be clear to those skilled in the art that the method 300 may be practiced with any number of power feeders and that current differentials among any combinations of power feeders may be used to trigger GFI functions
It should be understood, of course, that the foregoing relates to exemplary embodiments of the invention and that modifications may be made without departing from the spirit and scope of the invention as set forth in the following claims.
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|U.S. Classification||701/3, 700/9, 701/1, 700/293|
|International Classification||G05B19/02, G05B19/18|
|Cooperative Classification||H02H3/027, H02H1/0092, H02H3/165, H02H1/0007, H02H3/34|
|European Classification||H02H1/00C, H02H3/34|
|Nov 9, 2007||AS||Assignment|
Owner name: HONEYWELL INTERNATIONAL INC., NEW JERSEY
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:FULLER, RANDY J.;LIU, ZHENNING Z.;GHANEKAR, MILIND;REEL/FRAME:020093/0476
Effective date: 20071108
|Apr 24, 2015||FPAY||Fee payment|
Year of fee payment: 4